Narrative:

Entered cockpit as an international relief officer with the other international relief officer during a crew change after our break. Operating on a ewr flight. Both captains in the seats. Other international relief officer sat down right seat I remained standing as they had just gotten oceanic clearance from bodo. Approaching adema FL340 in murmansk airspace just prior to XX07 fir airspace; then bodo airspace. (Note: XX07 is 'no fir unassigned airspace' between adema and ogivo). Had oceanic clearance from bodo as follows:oceanic clearance.enob clrnce 083[call sign] clrd to kewr viarandom routeadema Y118 ogivo 77n000w 74n020w 71n070w 68n050w embokfm ogivo/1619 mntn M084 F350-ATC/after passing embok follow fpl routeend of message----response----accepted'fm ogivo/1619 mntn M084 F350' after adema and in XX07 airspace the captain climbed to FL350 just prior to ogivo per the oceanic clearance. They then received a cpdlc to 'climb and maintain FL350; report leaving FL340 and report reaching FL350'. They sent a cpdlc that they were level at FL350. I felt the captain should have gotten a clearance from murmansk (current controlling authority) to climb to FL350. This is the second time in as many months I've seen this. And my second [report] on this issue. I am looking for direction from the [report] review committee and/or the FAA's or controlling authorities interpretation on this issue as to the requirement of getting a climb clearance to the higher cleared altitude of the oceanic clearance; as well as what is required if you are not yet at your oceanic clearance cleared altitude and you reach the oceanic coast out fix. It is my understanding and feeling that we are required to get a clearance either via voice (murmansk) or cpdlc (bodo) to climb prior to reaching the oceanic entrance point/fix; in order to be at that clearance altitude(oceanic) crossing the fix. The second question that arises is what is one required to do if no positive contact or response is made/received from murmansk control and ogivo is reached? (And you are not yet at your oceanic cleared altitude). Are we expected to maintain current domestic altitude even after crossing the oceanic entry point in bodo's airspace until then receiving a climb clearance from bodo via cpdlc or climb to the oceanic cleared altitude on our own prior to ogivo? Is a cpdlc response to climb; if that is attainable from bodo adequate even though you are in murmansk fir/airspace and have no positive response from murmansk? How about if zero/or no response is attained from either murmansk by voice or bodo by cpdlc and the oceanic fix of ogivo in this case is reached? It is my understanding according to the wom:there is a difference if (a)you are talking about murmansk control or prior to murmansk control for oceanic and they only discuss 'lost comm' which I assume is referring to NORDO...is that the same as 'no contact' in an attempt to attain your 'climb clearance' to be at the appropriate altitude per your oceanic clearance from bodo? And (b) the atlantic for oceanic.re: (too lengthy to reproduce here) ea/AP10.11 eurasia/arctic polar 'lost communication'at10.12/15 atlantic 'oceanic entry point'at10.14 'clearance sent'. (Note: pilots are responsible for obtaining ATC clearance to cross the oceanic entry point at the cleared altitude. The flight level specified is the cleared oceanic flight level for purpose of complying with lost communication procedures).P.south. I've read my pending previous report which is still open and currently being reviewed; open and pending due to the confusion on this issue and no apparent clear guidance in the wom except for 'lost comm-murmansk' in the aforementioned ea/ap section and apparently limited guidance from the jurisdictional authorities. There appears also to be apparent confusion and lack of clarity on the review committee's part in its interpretation of what is correct policy and procedure and therefore direction and rendering a decision which is reflected in my concern in regards to this issue. This being the second time I have encountered this and have filed a second report related to this issue in as many months. There is differentiation which is not entirely clear between the murmansk airspace section ea/ap of the wom and the at section as to appropriate procedures which also are not entirely clear. I also agree with the report and highly recommend myself that this subject be covered in a fleet newsletter article and would be highly beneficial to all pilots who transit this area after a final 'clear and concise' directive and conclusion is gleaned from the appropriate jurisdictions and controlling authorities/agencies as it pertains to this issue.

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Original NASA ASRS Text

Title: First Officer reported confusion and lack of clarity between a foreign ATC and the flight crew in regards to a polar oceanic clearance.

Narrative: Entered cockpit as an IRO with the other IRO during a crew change after our break. Operating on a EWR flight. Both Captains in the seats. Other IRO sat down right seat I remained standing as they had just gotten oceanic clearance from BODO. Approaching ADEMA FL340 in Murmansk airspace just prior to XX07 FIR Airspace; then BODO airspace. (Note: XX07 is 'No FIR UNASSIGNED AIRSPACE' between ADEMA and OGIVO). Had Oceanic Clearance from BODO as follows:Oceanic Clearance.ENOB CLRNCE 083[Call sign] CLRD TO KEWR VIARANDOM ROUTEADEMA Y118 OGIVO 77N000W 74N020W 71N070W 68N050W EMBOKFM OGIVO/1619 MNTN M084 F350-ATC/AFTER PASSING EMBOK FOLLOW FPL ROUTEEND OF MESSAGE----RESPONSE----ACCEPTED'FM OGIVO/1619 MNTN M084 F350' After ADEMA and in XX07 Airspace the Captain climbed to FL350 just prior to OGIVO per the Oceanic Clearance. They then received a CPDLC to 'climb and maintain FL350; report leaving FL340 and report reaching FL350'. They sent a CPDLC that they were level at FL350. I felt the Captain should have gotten a clearance from Murmansk (current controlling authority) to climb to FL350. This is the second time in as many months I've seen this. And my second [report] on this issue. I am looking for direction from the [report] review committee and/or the FAA's or controlling authorities interpretation on this issue as to the requirement of getting a climb clearance to the higher cleared altitude of the oceanic clearance; as well as what is required if you are not yet at your Oceanic Clearance Cleared Altitude and you reach the Oceanic Coast out fix. It is my understanding and feeling that we are required to get a clearance either via voice (Murmansk) or CPDLC (BODO) to climb prior to reaching the oceanic entrance point/fix; in order to be at that clearance altitude(oceanic) crossing the fix. The second question that arises is what is one required to do if no positive contact or response is made/received from Murmansk Control and OGIVO is reached? (And you are NOT yet at your Oceanic Cleared Altitude). Are we expected to maintain current Domestic altitude even after crossing the Oceanic Entry Point in BODO's airspace until then receiving a climb clearance from BODO via CPDLC or climb to the Oceanic Cleared altitude on our own prior to OGIVO? Is a CPDLC response to climb; if that is attainable from BODO adequate even though you are in Murmansk FIR/airspace and have no positive response from Murmansk? How about if ZERO/or no response is attained from EITHER Murmansk by voice or BODO by CPDLC and the oceanic fix of OGIVO in this case is reached? It is my understanding according to the WOM:There is a difference if (a)you are talking about Murmansk control or prior to Murmansk control for oceanic and they only discuss 'Lost Comm' which I assume is referring to NORDO...is that the same as 'No Contact' in an attempt to attain your 'climb clearance' to be at the appropriate altitude per your oceanic clearance from BODO? And (b) the Atlantic for oceanic.Re: (Too lengthy to reproduce here) EA/AP10.11 Eurasia/Arctic Polar 'Lost Communication'AT10.12/15 Atlantic 'Oceanic Entry Point'AT10.14 'Clearance Sent'. (Note: Pilots are responsible for obtaining ATC Clearance to cross the oceanic entry point at the cleared altitude. The flight level specified is the cleared oceanic flight level for purpose of complying with lost communication procedures).P.S. I've read my pending previous report which is still open and currently being reviewed; open and pending due to the confusion on this issue and no apparent clear guidance in the WOM except for 'Lost Comm-Murmansk' in the aforementioned EA/AP Section and apparently limited guidance from the jurisdictional authorities. There appears also to be apparent confusion and lack of clarity on the review committee's part in its interpretation of what is correct Policy and Procedure and therefore direction and rendering a decision which is reflected in My Concern in regards to this issue. This being the second time I have encountered this and have filed a second report related to this issue in as many months. There is differentiation which is not entirely clear between the Murmansk airspace section EA/AP of the WOM and the AT section as to appropriate procedures which also are not entirely clear. I also agree with the report and highly recommend myself that this Subject be covered in a Fleet Newsletter article and would be highly beneficial to all Pilots who transit this area after a final 'Clear and Concise' directive and conclusion is gleaned from the appropriate jurisdictions and controlling authorities/agencies as it pertains to this issue.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.